JP6946053B2 - Vehicle communication system - Google Patents

Description

Embodiments of the present invention relate to vehicle communication systems.

Conventionally, there has been known a technique for transmitting and receiving predetermined information between on-board devices provided in the train when the trains pass each other. In such a conventional technique, a central device is provided on the ground side, and predetermined information on the train side may be shared (transmitted / received) in the entire system including the on-board device and the central device.

JP-A-2010-12932

In a system including the on-board device and the central device as described above, it is required to improve the communication environment between the on-board device and the central device. For example, train failure information as an example of predetermined information to be transmitted from the on-board device to the central device is important information, and therefore it is desired to promptly notify the operator of the central device.

The on-board communication system according to the embodiment includes a central device and an on-board device. The central device is connected to a terrestrial communication device capable of performing wireless communication with an object existing within a predetermined first communicable range. The on-board device is provided on each of a plurality of vehicles traveling on a route connected to ground equipment including a terrestrial communication device, and is capable of performing wireless communication with an object existing within a predetermined second communicable range. Including the upper communication section. The central device includes a routing unit and a central communication unit. The route determination unit determines an information transmission route between a plurality of vehicles in order to aggregate the information in the vehicle that executes wireless communication with the terrestrial communication device among the plurality of vehicles based on the operation information of at least a plurality of vehicles. do. The central communication unit transmits and receives predetermined information including an information transmission path to and from a vehicle existing within the first communicable range of the terrestrial communication device via the terrestrial communication device. The on-board communication unit acquires an information transmission path directly from the central device via the terrestrial communication device or indirectly from the central device via the terrestrial communication device and other vehicles, and uses the acquired information transmission path. Therefore, predetermined information is transmitted / received to / from the terrestrial communication device or another vehicle existing within the second communicable range.

FIG. 1 is an exemplary diagram showing a schematic configuration of a train communication system according to an embodiment. FIG. 2 is an exemplary block diagram showing a schematic internal configuration of the central device and the on-board device according to the embodiment. FIG. 3 is an exemplary diagram showing a specific example of the characteristics of predetermined information that can be considered in the embodiment. FIG. 4 is an exemplary flowchart showing a schematic flow of processing executed by the central device according to the embodiment. FIG. 5 is an exemplary flowchart showing a schematic flow of processing executed by the on-board device according to the embodiment. FIG. 6 is an exemplary flowchart showing an example of processing according to predetermined information executed by the on-board communication unit of the on-board device according to the embodiment. FIG. 7 is an exemplary flowchart showing an example of processing according to predetermined information executed by the on-board communication unit and the content control unit of the on-board device according to the embodiment. FIG. 8 is an exemplary flowchart showing an example of processing according to predetermined information executed by the on-board communication unit and the predictive control unit of the on-board device according to the embodiment. FIG. 9 is an exemplary diagram showing a specific example of the radio wave environment considered in the modified example of the embodiment.

<Embodiment>
Hereinafter, embodiments will be described with reference to the drawings. The configurations of the embodiments described below, and the actions and results (effects) brought about by the configurations are merely examples, and are not limited to the contents described below.

FIG. 1 is an exemplary block diagram showing a schematic configuration of a train communication system according to an embodiment. As shown in FIG. 1, the train communication system according to the embodiment includes a central device 100 connected to a ground communication device 100a in a ground facility 150 such as a depot or a station, a line R1 connected to the ground facility 150, and a line R1. It is provided with an on-board device 200 provided for each of a plurality of trains 200a traveling on R2.

The terrestrial communication device 100a has an antenna 100b, and is configured to be capable of performing wireless communication with an object existing within a predetermined first communicable range A via the antenna 100b. Further, the on-board device 200 is configured to be capable of performing wireless communication with an object existing within a predetermined second communicable range B via an antenna 200b provided on the train 200a.

Note that FIG. 1 illustrates a configuration in which the number of lines connected to the ground equipment 150 is two (lines R1 and R2), but in the embodiment, even if the number of lines is one. It may be 3 or more. Further, in FIG. 1, there are two different trains, a train 200a traveling on the line R1 in the X1 direction and a train 200a traveling on the line R2 in the X2 direction opposite to the X1 direction (opposing travel). Is illustrated, but in the embodiment, two different trains may be traveling in the same direction.

By the way, in the configuration as described above, in order to share information in the entire system including the on-board device 200 and the central device 100, the communication environment between the train 200a (on-board device 200) and the central device 100 is improved. Desired. For example, since train control information such as failure information of train 200a is important information, it is desired to promptly notify the operator of the central device 100.

On the other hand, conventionally, by providing a plurality of dedicated relay devices for relaying communication between the on-board device 200 and the central device 100 along the route, predetermined information from the on-board device 200 to the central device 100 can be obtained. A technology that realizes rapid transmission has been proposed. However, with such a conventional technique, the time and effort required to install and operate the relay device increases.

Therefore, in the embodiment, as described below, a train that is presumed to execute wireless communication with the terrestrial communication device 100a earliest by causing a plurality of trains 200a traveling on the routes R1 and R2 to execute vehicle-to-vehicle communication. The predetermined information is aggregated in the 200a, and the predetermined information is quickly transmitted to the central device 100 via the train 200a in which the predetermined information is aggregated.

FIG. 2 is an exemplary block diagram showing a schematic internal configuration of the central device 100 and the on-board device 200 according to the embodiment. As shown in FIG. 2, the central device 100 and the on-board device 200 are configured to be capable of bidirectional communication (wireless communication) (see the dotted arrow). As described above, the central device 100 executes wireless communication via the antenna 100b of the terrestrial communication device 100a, and the on-board device 200 executes wireless communication via the antenna 200b of the train 200a. Therefore, in FIG. 2, the illustration of these hardware-like configurations for executing wireless communication is omitted.

As shown in FIG. 2, the central device 100 includes a central communication unit 101, a route determination unit 102, a priority determination unit 103, an adjustment unit 104, and a central storage unit 105. The on-vehicle device 200 includes an on-vehicle communication unit 201, a content control unit 202, a sensor information acquisition unit 203, a prediction control unit 204, and an on-vehicle storage unit 205. These configurations may be realized by the cooperation of hardware (processor, memory, etc.) similar to a general computer and software (control program), or may be realized only by hardware such as a dedicated circuit. May be good.

The central communication unit 101 controls wireless communication via the antenna 100b of the terrestrial communication device 100a. Further, the on-board communication unit 201 controls wireless communication via the antenna 200b of the train 200a. In the embodiment, as wireless communication, it is assumed that the data transmitted / received by the encryption technology can be encrypted and the communication partner can be restricted by the access control technology. The central storage unit 105 is a storage for storing predetermined information and the like transmitted and received by the central communication unit 101, and the on-vehicle storage unit 205 is a storage for storing the predetermined information and the like transmitted and received by the on-board communication unit 201.

Although the details will be described later, in the embodiment, the predetermined information transmitted and received by the wireless communication between the central communication unit 101 and the on-board communication unit 201 and the wireless communication between the on-board communication unit 201 of the plurality of trains 200a is It includes operation information of train 200a (operation schedule, timetable, etc.), train control information including failure information of train 200a, sensor information, video information, and the like. The sensor information is data representing the result of sensing by various sensors (not shown) provided in the train 200a, and the video information is the content (including advertisements) provided in the train 200a and the train 200a. It is moving image data such as an image (surveillance image) of a surveillance camera provided in.

The route determination unit 102 is an information transmission route between a plurality of trains 200a traveling on the routes R1 and R2, and can realize information aggregation to the terrestrial communication device 100a and the train 200a that executes wireless communication earliest. Determine the information transmission route. In order to determine such an information transmission route, at least operation information such as the time when each train 200a arrives at the ground equipment 150 provided with the ground communication device 100a is required. Therefore, the route determination unit 102 determines the above-mentioned information transmission route based on the operation information of at least a plurality of trains 200a.

That is, in the embodiment, the route determination unit 102 acquires the time when each of the plurality of trains 200a executes wireless communication with the other train 200a and the ground communication device 100a based on the operation information, and is based on the acquired time. To determine the information transmission route. Then, the on-board communication unit 201 transmits the above information directly from the central device 100 via the terrestrial communication device 100a, or indirectly from the central device 100 via the terrestrial communication device 100a and another train 200a. A route is acquired, and predetermined information is transmitted / received to / from the terrestrial communication device 100a or another train 200a according to the acquired information transmission route. With such a configuration, in the embodiment, predetermined information can be quickly transmitted from the on-board device 200 to the central device 100 without providing the above-mentioned conventional relay device that relays the communication between the on-board device 200 and the central device 100. It becomes possible to send to.

Further, in the embodiment, it is desirable that the efficiency and certainty of transmission / reception of predetermined information can be improved. Therefore, in the embodiment, the priority of transmission / reception of predetermined information is determined, and the priority is included in the predetermined information for transmission / reception. Then, the on-board communication unit 201 acquires the priority directly from the central device 100 via the terrestrial communication device 100a or indirectly from the central device 100 via the terrestrial communication device 100a and another train 200a. , Sends and receives predetermined information according to the acquired priority. This makes it possible to improve the efficiency and certainty of transmitting and receiving predetermined information.

For example, when a certain train 200a has few opportunities to execute vehicle-to-vehicle communication in the future, for the train 200a having few opportunities, by increasing the number of transmissions and receptions of predetermined information, it is possible to more reliably transfer its own predetermined information to other trains. In addition to transmitting to 200a, it is necessary to receive predetermined information of another train 200a. Therefore, in the embodiment, as described below, as an example of the priority, the number of transmissions / receptions in which the same information is transmitted / received in duplicate (redundantly) in one wireless communication is used.

That is, in the embodiment, the priority determination unit 103 until the on-board communication unit 201 of the on-board device 200 of each train 200a executes wireless communication with the terrestrial communication device 100a based on the operation information of each train 200a. Estimate the number of other trains 200a that can be communication partners in the meantime. Then, the priority determination unit 103 individually determines the priority (number of transmissions / receptions) for each train 200a so that the number of transmissions / receptions increases as the number of other trains 200a that can be communication partners decreases.

Further, in the embodiment, as described above, the predetermined information includes various information. Since these various types of information have different characteristics such as communication quality and amount of data suitable for transmission and reception, if all information is transmitted and received with a uniform information transmission path and priority, the efficiency and certainty of transmission and reception will be improved. May decrease. Therefore, in the embodiment, the route determination unit 102 and the priority determination unit 103 each determine the information transmission route and the priority (number of transmissions / receptions) according to the characteristics of the predetermined information.

FIG. 3 is an exemplary diagram showing a specific example of the characteristics of predetermined information that can be considered in the embodiment. In the embodiment, the characteristics of the predetermined information are stored in a tabular format as shown in FIG. More specifically, in Table 300 shown in FIG. 3, as the characteristics of the predetermined information, the communication quality suitable for transmitting and receiving the predetermined information and the data amount of the predetermined information are registered for each type of the predetermined information. ing.

For example, failure information as train control information is information that is very likely to lead to an accident, and therefore needs to be transmitted and received with high communication quality. In general, the amount of train control information data is small. Therefore, in Table 300 of FIG. 3, the communication quality and the amount of data corresponding to the train control information are registered as “high” and “small”, respectively.

Further, the position information of the train 200a acquired by GPS or the like, the sensor information such as the reception strength of the mobile radio wave, the state of the overhead wire, the temperature of the rail, etc. are information having a small amount of data like the above train control information. .. However, since the sensor information is not as highly relevant to safety as the train control information described above, it is not necessary to send and receive the sensor information with as high communication quality as the train control information. Therefore, in Table 300 of FIG. 3, the communication quality and the amount of data corresponding to the sensor information are registered as "medium" and "small", respectively.

On the other hand, the above-mentioned surveillance video as video information (video of the surveillance camera in the train 200a) has a very large amount of data, but is not very important, so even if it is transmitted and received with low communication quality, a big problem occurs. No. Therefore, in Table 300 of FIG. 3, the communication quality and the amount of data corresponding to the surveillance video are registered as “low” and “large”, respectively. Further, the above-mentioned content (including advertisement) as video information is preferably transmitted and received with higher communication quality than the surveillance video, although the amount of data is smaller than that of the surveillance video. Therefore, in Table 300 of FIG. 3, the communication quality and the amount of data corresponding to the contents are registered as "medium" and "medium", respectively.

As described above, the predetermined information that can be transmitted and received in the embodiment has different characteristics such as communication quality and data amount suitable for transmission and reception depending on the type of information. Therefore, in the embodiment, in order to ensure the efficiency and certainty of transmission / reception of all predetermined information to some extent, the type of predetermined information is considered in consideration of the information representing the characteristics of the predetermined information as shown in Table 300 above. The information transmission route and priority (number of transmissions / receptions) are determined for each.

Further, in the embodiment, the time length of wireless communication executed by each train 200a with another train 200a or the ground communication device 100a is also acquired (calculated) from the operation information of each train 200a included in the predetermined information. Is possible. As described below, in the embodiment, the time length of wireless communication calculated from the operation information may be used as one of the grounds for determining the information transmission route and the priority (number of transmissions / receptions).

That is, when the time length of wireless communication is short, the amount of data that can be transmitted and received is limited, so it is desirable to preferentially transmit predetermined information that is highly important and has a small amount of data. On the other hand, when the wireless communication time is long, there is a margin in the amount of data that can be sent and received, so not only the predetermined information that is highly important and the amount of data is small, but also the predetermined information that is less important and has a large amount of data. It becomes possible to send and receive.

Therefore, in the embodiment, in consideration of the above circumstances, in the route determination unit 102 and the priority determination unit 103, each of the plurality of trains 200a is the other train 200a or the ground communication device 100a based on the operation information. The time length of wireless communication to be executed with and from may be acquired, and the information transmission route and priority (number of transmissions / receptions) may be determined based on the acquired time length. For example, in the embodiment, a plurality of patterns of information transmission routes and priorities (number of transmissions / receptions) may be switched based on whether or not the time length acquired from the operation information exceeds the threshold value.

In the embodiment, if the once determined information transmission route and priority (number of transmissions / receptions) are used permanently without being changed, it is not possible to respond to changes in the situation, and the efficiency and certainty of transmission / reception of predetermined information is reduced. It is conceivable to do.

For example, if the communication band that can be used by the on-board communication unit 201 is narrower than the amount of data of the predetermined information to be transmitted and received, the probability that the predetermined information is successfully transmitted and received decreases. It is desirable to ensure the efficiency and certainty of sending and receiving predetermined information by setting a higher priority (number of transmissions and receptions). Similarly, if the buffer size (storage capacity) that can be used to send and receive predetermined information is small, the probability that the predetermined information will be sent and received will decrease. It is desirable to set a higher degree (number of transmissions / receptions).

Therefore, returning to FIG. 2, in the embodiment, the central communication unit 101 and the on-board communication unit 201 include parameters related to transmission / reception of predetermined information such as communication band and buffer size in the predetermined information for transmission / reception. Then, the adjusting unit 104 analyzes the latest predetermined information acquired via the terrestrial communication device 100a, and dynamically adjusts the information transmission route and the priority (number of transmissions) based on the analysis result. In this way, it is possible to maintain the efficiency and certainty of transmitting and receiving predetermined information even if the situation changes.

Here, the success rate of transmission / reception of predetermined information can be obtained by directly counting the number of successes with respect to the number of transmissions. Therefore, in the embodiment, the success rate of transmission / reception of the predetermined information may be included in the predetermined information for transmission / reception, so that the analysis target of the adjustment unit 104 may include the success rate of transmission / reception of the predetermined information.

By the way, in the embodiment, it is desirable that the content that can be transmitted and received as predetermined information is always kept new. Therefore, in the embodiment, the central communication unit 101 and the on-board communication unit 201 include the time stamp of the content in the predetermined information to be transmitted and received. Then, the on-board communication unit 201 communicates with the terrestrial communication device 100a or another train 200a based on the time stamp so that the content provided in the train 200a on which the vehicle is mounted is newer. Send and receive. In this way, the latest content provided by the central device 100 is distributed to all trains 200a via the terrestrial communication device 100a.

In the embodiment, the content control unit 202 has a function of providing the content acquired (received) by the on-board communication unit 201 into the vehicle. For example, the content control unit 202 provides content in the vehicle by controlling a display device, an audio output device (both not shown), and the like provided on the train 200a.

Further, in the embodiment, the sensor information acquisition unit 203 acquires sensor information representing the result of sensing by various sensors (not shown) provided in the train 200a. As described above, the sensor information includes various information such as the position information of the train 200a acquired by GPS or the like, the reception strength of the mobile radio wave, the state of the overhead wire, the temperature of the rail, and the like.

Here, the sensor information such as the position information, the reception strength of the mobile radio wave, the state of the overhead wire, the temperature of the rail, and the like represent the situation around the train 200a. Therefore, from these sensor information, it is possible to estimate the surrounding conditions (weather, etc.) of the place where the sensor information is acquired. For example, when the temperature and humidity of overhead wires and rails are obtained as sensor information, it is possible to estimate whether the weather is rain or snow from these information.

From this point of view, in the embodiment, the sensor information of each train 200a is transmitted and received between each train 200a as a part of the predetermined information. Therefore, if the above estimation based on the sensor information is executed, each train 200a However, after estimating the surrounding conditions in advance at the place where the train is planned to travel in the future, it becomes possible to drive in a mode suitable for the situation.

Therefore, in the embodiment, the predictive control unit 204 estimates the surrounding conditions at the place where the train 200a on which the train 200a is to travel is scheduled to travel, based on the sensor information acquired by the wireless communication of the on-board communication unit 201. Then, the running control according to the estimation result is predictively executed.

Although not illustrated above, in the embodiment, the sensor information may include the result of sensing by the maintenance sensors of various devices provided in the train 200a. From the sensor information of such a maintenance sensor, it is possible to detect a sign of an abnormality (failure) of the corresponding device. Therefore, in the embodiment, the presence or absence of a sign of failure is determined based on the sensor information, and when it is determined that there is a sign of failure by event-driven or the like, only the video information related to the device having a sign of failure is displayed. A technique for transmitting and receiving as predetermined information may be applied.

Next, the flow of the control operation of the embodiment will be described.

FIG. 4 is an exemplary flowchart showing a schematic flow of processing executed by the central device 100 according to the embodiment.

As shown in FIG. 4, in the embodiment, first, in S41, the route determination unit 102 is used between the central device 100 (ground communication device 100a) and the on-board device 200 (train 200a), and a plurality of trains 200a. Determine an information transmission route for efficiently and reliably transmitting and receiving predetermined information between the trains. Then, in S42, the priority determination unit 103 determines the priority of transmission / reception of predetermined information. Since the matters to be considered when determining the information transmission route and the priority have already been described, the description thereof will be omitted here.

In S43, the central communication unit 101 includes the information transmission route and the priority determined in S41 and S42 in the predetermined information, and includes the train 200a (on-board device 200) existing within the communicable range A of the terrestrial communication device 100a. Send and receive predetermined information between.

In S44, the adjusting unit 104 analyzes the latest predetermined information acquired in S43. Then, in S45, the adjusting unit 104 adjusts the information transmission path and the priority determined in S41 and S42 based on the analysis result of S44. Then, the process ends.

Further, FIG. 5 is an exemplary flowchart showing a schematic flow of processing executed by the on-board device 200 according to the embodiment.

As shown in FIG. 5, in the embodiment, first, in S51, the central communication unit 101 exchanges predetermined information with the central device 100 (ground communication device 100a) or another train 200a (on-board device 200). Send and receive. The most recently received information transmission route and priority are used for transmitting and receiving predetermined information in S51.

Then, in S52, the on-board device 200 executes a process according to the predetermined information acquired by the transmission / reception of S51.

For example, the following processing can be considered as an example of the processing executed in S52 above.

FIG. 6 is an exemplary flowchart showing an example of processing according to predetermined information executed by the on-board communication unit 201 of the on-board device 200 according to the embodiment.

In the processing flow shown in FIG. 6, first, in S61, the on-board communication unit 201 acquires the information transmission route and the priority from the predetermined information transmitted and received in S51 and the like in FIG.

Then, in S62, the on-board communication unit 201 transmits and receives predetermined information that it has according to the information transmission route and priority acquired in S61. Then, the process ends.

Further, as an example different from that of FIG. 6 of the process executed in S52 of FIG. 5, the following process can be considered.

FIG. 7 is an exemplary flowchart showing an example of processing according to predetermined information executed by the on-board communication unit 201 and the content control unit 202 of the on-board device 200 according to the embodiment.

In the processing flow shown in FIG. 7, first, in S71, the on-board communication unit 201 acquires the time stamp of the content from the predetermined information transmitted and received in S51 and the like in FIG.

Then, in S72, the on-board communication unit 201 considers the time stamp acquired in S71 and sets the content as one of the predetermined information so that the content possessed by itself and the communication partner is the latest. Send and receive. For example, if the content owned by the user is older than the content owned by the communication partner, the content owned by the communication partner is updated by receiving the content from the communication partner. On the contrary, when the content owned by itself is newer than the content owned by the communication partner, the communication partner is made to update the content by transmitting the content to the communication partner.

Then, in S73, the content control unit 202 provides the latest content obtained as a result of S72 in the vehicle. Then, the process ends.

Furthermore, as an example different from the processes executed in S52 of FIG. 5 above in FIGS. 6 and 7, the following processes can be considered.

FIG. 8 is an exemplary flowchart showing an example of processing according to predetermined information executed by the on-board communication unit 201 and the prediction control unit 204 of the on-board device 200 according to the embodiment.

In the processing flow shown in FIG. 8, first, in S81, the on-board communication unit 201 acquires sensor information from the predetermined information transmitted and received in S51 and the like in FIG.

Then, in S82, the prediction control unit 204 estimates the situation around the place where the train 200a on which it is mounted will travel in the future from the sensor information acquired in S81.

Then, in S83, the predictive control unit 204 predictively executes the traveling control according to the situation estimated in S82. Then, the process ends.

As described above, in the embodiment, the central device 100 aggregates the information in the train 200a that executes wireless communication with the ground communication device 100a among the plurality of trains 200a based on the operation information of at least a plurality of trains 200a. A route determination unit 102 for determining an information transmission route between a plurality of trains 200a is provided for this purpose, and the on-board communication unit 201 of the on-board device 200 directly from the central device 100 via the terrestrial communication device 100a. Or indirectly from the central device 100 via the terrestrial communication device 100a and the other train 200a, and according to the acquired information transmission path, between the terrestrial communication device 100a or the other train 200a. Sends and receives predetermined information with. As a result, predetermined information of the train 200a can be quickly transmitted to the central device 100 without providing a relay device for relaying communication between the on-board device 200 and the central device 100 on the routes R1 and R2.

<Modification example>
In the above-described embodiment, it is also possible to realize rapid information transmission from the on-board device 200 to the central device 100 by using a mobile communication network such as a mobile phone network. However, if the on-board device 200 of all trains 200a is provided with a function of executing communication using the mobile communication network, the configuration becomes complicated and the cost increases. Therefore, when using the mobile communication network, it is efficient to provide only the on-board device 200 of some specific trains 200a with a function of executing communication using the mobile communication network.

Here, in the modified example using the mobile communication network (mobile communication network), it is desirable that the information transmission route and the priority can be determined in consideration of the quality of the communication environment (radio wave environment). The radio wave environment can be acquired as one of the sensor information, for example. In the modified example, the radio wave environment in the area where the specific train 200a has a function of executing communication using the mobile communication network is stored in a table format as described below.

FIG. 9 is an exemplary diagram showing a specific example of the radio wave environment considered in the modified example of the embodiment. Table 900 shown in FIG. 9 shows identification information (ID) of a specific train 200a having a function of executing communication using a mobile communication network (mobile communication network) and radio waves in the area where the specific train 200a is located. Is registered in association with the environment. In the example shown in FIG. 9, there are three types of parameters representing the radio wave environment, such as an average value, a minimum value, and a maximum value of the reception intensity of the mobile radio wave from the mobile base station.

Table 900 shown in FIG. 9 is updated from time to time based on the latest predetermined information (sensor information). In the modified example, the central device 100 uses Table 900 and the like shown in FIG. 9 to determine the information transmission path and priority in consideration of the latest communication environment (radio wave environment) of the mobile communication network (mobile communication network). Realize the decision.

For example, according to Table 900 shown in FIG. 9, in the area where the train 200a with the train ID is "1", the maximum value of the reception intensity of the mobile radio wave is "-30 dBm" and the average value is "-50 dBm". Therefore, it is suitable for transmitting and receiving a large amount of data such as video information, but since the minimum value is "-90 dBm", it can be said that it is not suitable for transmitting and receiving data such as sensor information that requires constant communication. On the other hand, in the area where the train 200a with the train ID is "3", the maximum value of the reception strength of the mobile radio wave is "-45 dBm" and the average value is "-70 dBm". It is not as suitable as the area where the train 200a with the train ID is "1", but since the minimum value is "-80 dBm", the train with the train ID "1" is used for sending and receiving data that requires constant communication. It can be said that it is more suitable than the line area of 200a.

As described above, according to Table 900 shown in FIG. 9, it is possible to determine which train 200a is suitable for transmitting and receiving which predetermined information. Therefore, in the modified example, by using Table 900 or the like shown in FIG. 9 and considering the communication environment (radio wave environment) of the mobile communication network (mobile communication network), which predetermined information is prioritized for which train 200a. Determine the information transmission route and priority that indicate whether to aggregate in. As a result, even in the modified example using the mobile communication network, it is possible to efficiently and surely transmit the predetermined information of the vehicle 200a to the central device 100 as in the above-described embodiment.

Further, in the above-described embodiment, as the train antenna, an antenna having no directivity may be used, or an antenna having directivity may be used. If the latter antenna with directivity is used, for example, when two trains pass each other, if the directivity of the antenna of each train is adjusted appropriately while passing each other, the certainty of data transmission / reception is improved. Will be possible. Therefore, in the above-described embodiment, the on-board device may be provided with an antenna control unit that controls the directivity (software) of the antenna of the train on which the train is mounted. In order to adjust the directivity, information such as the passing time of trains, the speed (acceleration) of trains at the time of passing, the time of passing, the distance between passing trains (distance between rails), and the like may be taken into consideration.

Further, in the above-described embodiment, if wind pressure information, electric signals and vibration information transmitted from other trains (oncoming trains, etc.) via rails can be acquired, wireless communication with other trains can be obtained from these information as well. It becomes possible to calculate the time when the train is executed (the time when the train approaches another train to the extent that wireless communication is possible). Therefore, in the embodiment, the wind pressure information, the electric signal, the vibration information, and the like are included in the sensor information, and the sensor information is used as an auxiliary for the operation information to calculate the time for executing wireless communication with the other train 200a. You may.

Further, in the above, an example of applying the technique of the embodiment to a train has been described. However, the technology of the embodiment can be applied to buses and other vehicles (vehicles) having a predetermined operation schedule, and can also be applied to an information sharing system between different vehicles such as between trains and buses. be.

Further, in the above-described embodiment, assuming a train equipped with a storage battery, the predetermined information may include information on energy consumption. Information on energy consumption indicates the remaining amount of the storage battery, the amount of the storage battery used, the SOC (State Of Charge), the capacity of the storage battery (rated capacity, discharge capacity, etc.), the type (characteristic) of the storage battery, and the deterioration state of the storage battery. SOH (State Of Health), information on abnormalities in the storage battery, information on the temperature (humidity) of the storage battery, the number of times the storage battery is charged and discharged, the amount of discharge of the storage battery, the number of cycles of the storage battery, and DOD (Dept of Discharge) indicating the depth of discharge of the storage battery. , SOF (State Of Function) indicating the life of the storage battery (remaining usable years, durability, durability), vibration information of the storage battery, size of the storage battery, energy density of the storage battery, energy efficiency of the storage battery, power supply and reception capacity ) And so on.

By using the above information on energy consumption, it is possible to effectively use electric power in the entire railway system including the electric power system side, which leads to reduction of the burden on the environment (energy saving). For example, when the storage battery is charged by a method such as non-contact power supply while the train is stopped at a station, the above information can be used to determine the stop time (chargeable time) and the time until the next stop at the station (next). It is possible to save energy in the entire railway system by considering various parameters such as (time until it becomes rechargeable), discharge time, and regeneration time. In addition, it is also possible to preferentially charge the storage battery of a train equipped with a storage battery with a low remaining charge, taking into consideration the chargeable capacity of the charging stand, the availability on the charging stand side including the remaining charge, etc. become.

Although the embodiments and modifications of the present invention have been described above, the above-described embodiments and modifications are merely examples, and the scope of the invention is not intended to be limited. The novel embodiments and modifications described above can be implemented in various forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. The above-described embodiments and modifications are included in the scope and gist of the invention, and are included in the scope of the invention described in the claims and the equivalent scope thereof.

100 Central equipment 100a Ground communication equipment 101 Central communication unit 102 Route determination unit 103 Priority determination unit 104 Adjustment unit 200 On-board equipment 200a Train (vehicle)
201 On-board communication unit 204 Prediction control unit

Claims (8)

A central device connected to a terrestrial communication device capable of performing wireless communication with an object existing within a predetermined first communicable range, and
An on-board device provided for each of a plurality of vehicles traveling on a route connected to a ground facility including the terrestrial communication device, and capable of performing wireless communication with an object existing within a predetermined second communicable range. On-board equipment including on-board communication unit,
With
The central device
Based on at least the operation information of the plurality of vehicles, the information transmission route between the plurality of vehicles for aggregating the information in the vehicle that executes wireless communication with the terrestrial communication device among the plurality of vehicles is determined. The routing section and
A central communication unit that executes transmission / reception of predetermined information including the information transmission path to and from a vehicle existing within the first communicable range of the terrestrial communication device via the terrestrial communication device.
Including
The on-board communication unit acquires the information transmission path directly from the central device via the terrestrial communication device or indirectly from the central device via the terrestrial communication device and other vehicles. According to the acquired information transmission path, the predetermined information is transmitted / received to / from the terrestrial communication device or the other vehicle existing in the second communicable range.
Vehicle communication system. The central device further includes a priority determination unit that determines the priority of transmission / reception of the predetermined information.
The predetermined information includes the priority.
The on-board communication unit obtains the priority directly from the central device via the terrestrial communication device or indirectly from the central device via the terrestrial communication device and the other vehicle. Sending and receiving the predetermined information according to the acquired priority.
The vehicle communication system according to claim 1. The priority includes the number of transmissions / receptions in which the same information is transmitted / received in duplicate in one wireless communication.
Based on the operation information, the priority determination unit of the other vehicle that can be a communication partner before the on-board communication unit of each of the plurality of vehicles executes wireless communication with the terrestrial communication device. to estimate the number, so that the transmission and reception times as the number of the other vehicles is small is increased, determining the transmission reception count for each of said plurality of vehicles,
The vehicle communication system according to claim 2. The route determination unit and the priority determination unit determine the information transmission route and the priority, respectively, according to the characteristics of the predetermined information.
The vehicle communication system according to claim 2 or 3. The route determination unit and the priority determination unit each acquire the length of time for each of the plurality of vehicles to execute wireless communication with the other vehicle and the terrestrial communication device based on the operation information. , The information transmission route and the priority are determined based on the acquired length of time.
The vehicle communication system according to any one of claims 2 to 4. The central device further includes an adjusting unit that analyzes the latest predetermined information acquired via the terrestrial communication device and dynamically adjusts the information transmission path and the priority based on the analysis result.
The vehicle communication system according to any one of claims 2 to 4. The predetermined information includes the content provided in the plurality of vehicles and the time stamp of the content.
Based on the time stamp, the on-board communication unit communicates with the terrestrial communication device or the other vehicle so that the content provided in the own vehicle on which the vehicle is mounted is newer. Send and receive,
The vehicle communication system according to any one of claims 1 to 6. The predetermined information includes sensor information representing the result of sensing the surrounding conditions of each of the plurality of vehicles.
Based on the sensor information acquired by the wireless communication of the on-board communication unit, the on-board device estimates the surrounding situation at the place where the vehicle on which the vehicle is mounted is scheduled to travel in the future, and obtains the estimation result. It further includes a predictive control unit that predictively executes the corresponding driving control.
The vehicle communication system according to any one of claims 1 to 7.

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